US5036721A - Shift control mechanism for a manual transmission - Google Patents

Shift control mechanism for a manual transmission Download PDF

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Publication number
US5036721A
US5036721A US07/589,552 US58955290A US5036721A US 5036721 A US5036721 A US 5036721A US 58955290 A US58955290 A US 58955290A US 5036721 A US5036721 A US 5036721A
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United States
Prior art keywords
shift
shift selecting
selecting shaft
shaft
axial translation
Prior art date
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Expired - Fee Related
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US07/589,552
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English (en)
Inventor
David G. Gugin
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Motors Liquidation Co
Original Assignee
General Motors Corp
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Publication date
Application filed by General Motors Corp filed Critical General Motors Corp
Priority to US07/589,552 priority Critical patent/US5036721A/en
Assigned to GENERAL MOTORS CORPORATION reassignment GENERAL MOTORS CORPORATION ASSIGNMENT OF ASSIGNORS INTEREST. Assignors: GUGIN, DAVID G.
Application granted granted Critical
Publication of US5036721A publication Critical patent/US5036721A/en
Priority to EP19910202139 priority patent/EP0478029A3/en
Anticipated expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/08—Multiple final output mechanisms being moved by a single common final actuating mechanism
    • F16H63/20—Multiple final output mechanisms being moved by a single common final actuating mechanism with preselection and subsequent movement of each final output mechanism by movement of the final actuating mechanism in two different ways, e.g. guided by a shift gate
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/24—Providing feel, e.g. to enable selection
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/30—Constructional features of the final output mechanisms
    • F16H63/34—Locking or disabling mechanisms
    • F16H63/36—Interlocking devices
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/24—Providing feel, e.g. to enable selection
    • F16H2061/242—Mechanical shift gates or similar guiding means during selection and shifting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/30—Constructional features of the final output mechanisms
    • F16H63/3069—Interrelationship between two or more final output mechanisms
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/30—Constructional features of the final output mechanisms
    • F16H63/34—Locking or disabling mechanisms
    • F16H63/3408—Locking or disabling mechanisms the locking mechanism being moved by the final actuating mechanism
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/30—Constructional features of the final output mechanisms
    • F16H63/38—Detents
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T74/00—Machine element or mechanism
    • Y10T74/20—Control lever and linkage systems
    • Y10T74/20012—Multiple controlled elements
    • Y10T74/20018—Transmission control
    • Y10T74/20085—Restriction of shift, gear selection, or gear engagement

Definitions

  • the present invention relates to manual transmissions. More particularly, the present invention relates to a shift control mechanism for manual transmissions--the shift control mechanism precluding inadvertently shifting between a forward gear and the reverse gear, or vice versa. Specifically, the present invention relates to a shift control mechanism which employs an alignment means that blocks direct planar movement of the shifting lever to shift, either into reverse from a forward gear or out of reverse into a forward drive gear, and which employs a compatible structure to prevent more than one drive gear from being actuated at the same time.
  • a transmission is incorporated in a vehicular drive train between the engine and the drive wheels to provide a plurality of gear ratios for moving forwardly and generally one gear ratio for moving rearwardly.
  • the transmission is a necessary part of a vehicular drive train, because internal combustion engines can deliver only limited torque at low revolutions per minute (RPM).
  • RPM revolutions per minute
  • the transmission allows the speed of the engine to be maintained within its optimum operating range for the delivery of maximum torque or power, as the vehicle accelerates from a stationary or "stopped" position to the desired speed.
  • the speed reduction between the RPM of the engine and the resulting rotation of the drive wheels provided by a transmission effects a controlled application of the torque by which the drive wheels are rotated.
  • the transmission when that gear ratio commonly designated as “low” or “first” gear is selected, the transmission imparts less speed to the drive wheels, but imparts more torque from the engine to rotate the drive wheels in order to overcome the static inertia of the vehicle and effect forward movement.
  • the transmission may be selectively shifted through the plurality of gear ratios it provides in order to impart progressively greater rotational speed to the drive wheels with concomitantly lesser torque.
  • manual transmissions provide three forward gear ratios. These transmissions are generally identified as “three-speed” transmissions, but “four-speed” and “five-speed” transmissions are also quite common, because they permit an engine to operate within a smaller optimal speed range, while effecting progressively increasing forward speed to the vehicle. Irrespective of the exact number of gear ratios provided, manual transmissions offer a plurality of forward speed gear ratios from which the driver may select--though normally the selection is sequential--to transmit torque from the engine to the drive wheels. Generally, only a single reverse gear ratio is provided. When using a manual transmission the selection of a specific gear ratio is made by the driver.
  • the aforesaid two planar movements are laterally displaced, one with respect to the other, and the shift selecting lever is capable of being laterally displaced between the lateral locations of the planar movements which effect the shift into the desired forward gear ratio only when the shift lever is in "neutral".
  • the shift selecting lever is moved into an even further lateral displacement, also when the shift selecting lever is in neutral, and then moved within a third plane.
  • This third plane is parallel to those planes within which the shift selecting lever is moved to effect selection of the forward drive ranges. In such an arrangement, it is impossible to move the shift selecting lever within a common plane between any of the forward gear ratios and the reverse gear ratio, or vice versa.
  • a shift control mechanism embodying the concepts of the present invention may be incorporated in the transmission gear housing to operate in conjunction with the input from a manual shift selecting lever.
  • the shift control mechanism has a shift selecting shaft mounted within the transmission gear housing for rotation and axial translation in response to selective manipulation of the shift selecting lever.
  • a shift sleeve may be supported by the transmission gear housing, and an actuating member, which is housed within the shift sleeve, is secured to the shift selecting shaft for rotation and axial translation with the shift selecting shaft.
  • a plurality of synchronizer assemblies are also located within the transmission gear housing, and the actuating member individually operates the synchronizer assemblies in response to selected manipulation of the shift selecting lever.
  • Alignment guide means are carried on the shift selecting shaft to present locating means. Locator means are presented from the shift sleeve to interact with the locating means presented from the alignment guide means in order to permit axial translation of the shift selecting shaft only when the shift selecting shaft has been rotated to align the locator means with an appropriate locating means.
  • FIG. 1 is a schematic, side elevation depicting an exemplary shift control mechanism embodying the concepts of the present invention which may be located within the transmission gear housing, and similarly depicting the shift synchronizer assemblies with which the shift control mechanism may be employed.
  • FIG. 2 is a schematic plan view of the shift pattern through which the shift selecting lever is movable to select the desired drive ratio.
  • FIG. 3 is a partial bottom plan taken substantially along line 3--3 of FIG. 1 to depict the interrelationship of the actuating member and the shift rails in the exemplary shift control mechanism.
  • FIG. 4 is an exploded perspective of the shift control mechanism depicted in the previous figures.
  • FIG. 5 is an enlarged cross section taken substantially along line 5--5 of FIG. 1 which depicts the relationship of the components within the shift control mechanism when the shift selecting lever is one of the three neutral zones.
  • FIG. 6 is a view similar to FIG. 5 but depicting the relationship of the components when the shift selecting lever is in a second of the neutral zones.
  • FIG. 7 is a view similar to FIGS. 5 and 6, and appearing on the same sheet of drawings as FIGS. 1 through 3, but depicting the relationship of the components when the shift selecting lever is in the third of the neutral zones.
  • a representative shift control mechanism embodying the concepts of the present invention is designated generally by the numeral 10 on the accompanying drawings.
  • the shift control mechanism 10 as will be more fully hereinafter described, is particularly adapted for use with manual transmissions which may be installed in vehicles.
  • the shift control mechanism 10 may be incorporated directly within the transmission gear housing 11 to be operated by a shift selecting lever 12 presented from a remotely located shift tower 13.
  • the lever 12 is disposed in convenient proximity to the driver of the vehicle, in which the shift control mechanism 10 is installed.
  • the shift selecting lever 12 is mounted from the shift tower 13 to effect not only lateral but also fore and aft movement, as is well known to the art.
  • a shift selecting shaft 14 is operatively connected to the shift selecting lever 12 in a well known manner so that the shaft 14 will rotate in response to lateral movement of the handle 15 presented from the shift selecting lever 12.
  • that same operative connection ensures that the shaft 14 will also be translated axially in response to fore and aft movement of the handle 15 on the shift selecting lever 12.
  • lateral movement of the handle 15 will effect movement of the shift selecting lever 12 along the pathway 16 which generally defines the neutral range of the shift control mechanism 10.
  • the three neutral zones may be identified by the tactile indications resulting from the interaction of detent delineators incorporated within the shift control mechanism 10, as is also hereinafter more fully described. It is the lateral movement of the shift selecting lever 12 between the respective neutral zones 18A, 18B and 18C which effects the desired rotation of the shift selecting shaft 14.
  • the movements which select either the fifth or the reverse drive ranges are also laterally displaced from the planar movements which select the first or second drive ranges as well as the planar movements which select the third or fourth drive ranges.
  • an actuating member 20 is secured to the shift selecting shaft 14 for rotation and axial translation with the shift selecting shaft 14.
  • the actuating member 20 has a hub portion 21 which circumscribes the shift selecting shaft 14 and which is secured thereto by a connecting pin 22 that passes through a bore in the shift selecting shaft 14 and aligned bores in the hub portion 21 of the actuating member 20.
  • a paddle portion 25 extends radially outwardly from the hub portion 21 selectively to engage the plurality of shift rails 26A, 26B and 26C which actuate the shift synchronizers 28A, 28B and 28C, respectively.
  • the hub portion 21 of the actuating member 20 is, in turn, substantially circumscribed by the hub portion 29 of a lock-out member 30, and the hub portion 29 of the lock-out member 30 is received within a sleeve 31 that is fixedly secured to the transmission gear housing 11.
  • one or more bolts 32 may extend through the housing 11 to be secured within appropriately disposed threaded bores 33 in the sleeve 31.
  • the sleeve 31 must be circumferentially discontinuous, as at 35, to permit the paddle portion 25 of the actuating member 20 to extend radially outwardly beyond the sleeve 31.
  • each shift rail 26 is provided with a connecting recess 36.
  • the connecting recesses 36 in the three shift rails 26 are each capable of longitudinally embracing the paddle portion 25 on the actuating member 20, so that axial movement of the actuating member 20 will longitudinally translate whichever shift rail 26 is engaged by the actuating member 20.
  • the interaction between the paddle portion 25 with whichever connecting recess 36 is then embracing the paddle portion 25 forces that shift rail 26 to be translated in response to translation of the shift selecting shaft 14.
  • a particular structural member, component or arrangement may be employed at more than one location.
  • a common numerical designation shall be employed.
  • one of the structural members, components or arrangements so identified is to be individually identified, it shall be referenced by virtue of a letter suffix employed in combination with the numerical designation employed for general identification of that structural member, component or arrangement.
  • shift rails which are generally identified by the numeral 26 to operate the shift synchronizer assemblies 28, but the three shift rails are specifically and individually identified as 26A, 26B and 26C in the specification and on the drawings when it is desired, or necessary, to identify the particular shift rail 26A, 26B or 26C, which operates a specific shift synchronizer assembly 28A, 28B or 28C, respectively.
  • This same suffix convention shall be employed throughout the specification.
  • the lock-out member 30 must be free to rotate with the shift selecting shaft 14, but the lock-out member 30 must not be translatable with the shift selecting shaft 14. This result may be achieved by the use of a retainer 38.
  • the retainer 38 may employ a shaft portion 39 which extends through a slot 40 in the sleeve 31.
  • the slot 40 is oriented circumferentially with respect to the hub portion 29 of the lock-out member 30, and the shaft portion 39 which extends through the slot 40 is firmly received within a radially oriented bore 41 in the hub portion 29 of the lock-out member 30.
  • a bolt may serve as the retainer 38, and in that situation the slot 40 may be located along the base of a recess 42 in the sleeve 31.
  • the recess 42 may then receive the head 43 of the bolt which serves as the retainer 38 in order to maintain the head 43 below the level of the outer surface 44 on the sleeve 31, if desired or required.
  • a pair of blocking tabs 45A and 45B project radially outwardly from the hub portion 29 of the lock-out member 30 to penetrate the circumferential discontinuity 35 of the sleeve 31, and extend axially thereof such that the blocking tabs 45 each have the same longitudinal dimension as the paddle portion 25 of the actuating member 20.
  • the two blocking tabs 45 also extend outward to such an extent that they are substantially radially coterminous with the paddle portion 25.
  • the spacing between the opposed surfaces 46A and 46B will likely be greater than the thickness of at least that radial extent of the paddle portion 25--measured in the same direction--which is embraced by the connecting recesses 36A, 36B or 36C on the corresponding shift rails 26A, 26B or 26C.
  • the juncture of the paddle portion 25 with the hub portion 21 of the actuating member 20 may include a shoulder 48, the opposite surfaces of which slidably engage the opposed surfaces 46A and 46B on the laterally spaced blocking tabs 45A and 45B, respectively.
  • the circumferential dimension or thickness of the blocking tabs 45 is such that whenever the paddle portion 25 is embraced by the connecting recess 36 on one of the shift rails 26, one or both of the blocking tabs 45 are also embracingly engaged by the connecting recesses 36 on the other shift rails 26.
  • the paddle portion 25 When the paddle portion 25 is translated axially, it will be able to effect axial translation of only one of the shift rails 26, while the other two shift rails 26 are positively immobilized by the interaction of the connecting recesses 36 on those other shift rails 26 with one or both of the blocking tabs 45.
  • the sleeve 31 is also provided with an aperture 49 through which a neutral control means 50, presented from the transmission gear housing 11, can interact with the lock-out member 30.
  • the neutral control means 50 employs a plunger 51 which is supported from the transmission gear housing 11 and is biased, as by spring 52, to engage the lock-out member 30 through the aperture 49.
  • the lock-out member 30 is provided with a pair of circumferentially spaced, longitudinally extending ribs 53A and 53B, which project radially outwardly from the lock-out member 30 to interact with the spring biased plunger 51 and thereby provide a tactile indication as to the hereinbefore described neutral zones 18A, 18B and 18C.
  • the shift control mechanism 10 When the plunger is received between the cusps of the two ribs 53A and 53B, as depicted in FIG. 5, the shift control mechanism 10 is in neutral zone 18B. However, when the shift selecting shaft 14 is rotated counterclockwise, the plunger 51 is caused to retract by the rib 53A. The retainer 38 may engage the edge of slot 40 to limit further rotation of the sleeve 31. Conversely, when the shift selecting shaft 14 is rotated clockwise, the plunger 51 is caused to retract by the rib 53B. The retraction of the plunger 51 by the ribs 53A and 53B affords the heretofore mentioned tactile indication to the driver.
  • the shift control mechanism 10 preferably also incorporates a structural arrangement which is interactive between the shift selecting shaft 14 and the transmission gear housing 11 to preclude actuation of the shift synchronizers 28 when the shift selecting lever 12 is properly disposed. Specifically, the interaction occurs between the sleeve 31 and the shift selecting shaft 14 to preclude axial translation of the shift selecting shaft 14, unless it has been rotated to the precise angular orientation for the gear ratio to be selected. In short, a pair of oppositely directed locator means 60A and 60B (FIG. 4) are presented from the sleeve 31 for engagement with corresponding alignment guide means 61A and 61B fixedly secured to the shift selecting shaft 14.
  • the alignment guide means 61A and 61B each have planar hub portions 62A and 62B, respectively, which are each disposed transversely to the axis of the shift selecting shaft 14, with one on either side of the sleeve 31, so that the shift selecting shaft 14 can be received through bores 63A and 63B which penetrate the respective hub portions 62A and 62B of the alignment guide means 61A and 61B.
  • a connecting pin 64A penetrates the hub portion 62A of the alignment guide means 61A as well as the shift selecting shaft 14, and a pin 64B similarly penetrates the hub portion 62B of the alignment guide means 61B as well as the shift selecting shaft 14.
  • the connecting pins 64A and 64B thus rigidly secure the two alignment guide means 61A and 61B to the shift selecting shaft 14 so that angular rotation of the shift selecting shaft 14 effects precisely the same angular rotation to the alignment guide means 61.
  • a lobe 66 extends radially outwardly from each hub portion 62 of each alignment guide means 61, and each lobe 66 is provided with a plurality of precisely located bores.
  • the bores 70, 71 and 72 will not receive the locator means 60, and axial translation of the shift selecting shaft 14 is thereby precluded.
  • the locator means 60A and 60B may, therefore, be formed as pins which extend outwardly from the sleeve 31 in parallel relation to the axis of the shift selecting shaft 14, as depicted in the drawings. As such, the pin-like locator means 60A will engage bore 70A when one shifts into the first or lowest drive range; locator means 60A will likewise engage bore 71A when one shifts into the third forward drive range; and, locator means 60A will engage bore 72A when one shifts into the fifth forward drive range.
  • locator means 60B will engage bore 70B when one shifts into the second forward drive range; locator means 60B will engage bore 71B when one shifts into the fourth forward drive range; and, locator means 60B will engage bore 72B when one shifts into the reverse drive range.
  • the precision effected by selective location of the locator means 60 and the bores 70, 71 and 72 is greater than the precision of the angular disposition required for proper engagement between the paddle portion 25 and one of the connecting recesses 36 or between the blocking tabs 45 and the other two connecting recesses 36.
  • the alignment of the locator means 60 with the bores 70A and 70B, as well as 71A and 71B, may be such as to permit planar movement of the shift selecting lever 12 between the first and second forward drive ranges as well as between the third and fourth drive ranges.
  • compression spring means 75A and 75B may be interposed between the sleeve 31 and the respective, two alignment guide means 60A and 60B to provide a neutral bias to the shift control mechanism 10 when one is shifting out of a drive range.
  • the mechanism of the synchronizer assemblies 28 will normally retain the transmission in the selected drive range until the driver begins the shift out of a particular drive range, but that mechanism is not important to the present invention, and it will not, therefore, be further described.
  • the operation of the afore-described shift mechanism 10 can best be understood by starting with the shift selecting lever 12 in neutral zone 18B. With the shift selecting lever 12 so disposed, the plunger 51 is biased by spring 52 to engage the hub portion 29 of the lock-out mechanism 30 between the two ribs 53A and 53B, as depicting in FIG. 5. To shift into the first or lowest forward drive range, the driver laterally displaces the handle 15 to swing the shaft selecting lever 12 into neutral zone 18A. That lateral movement of the shift selecting lever 12 effects rotation of the shift selecting shaft 14, and rotation of shaft 14 causes the actuating member 20--which is secured to the shaft 14 as by pin 22--to rotate.
  • Rotation of the actuating member 20 drives the shoulder 48 presented at the juncture of the hub portion 21 with the paddle portion 25 against the opposed surface 46A on blocking tab 45A.
  • the lock-out member 30 is thereby rotated within the sleeve 31 to the position depicted in FIG. 6. That rotation of the lock-out member 30 forces plunger 51 to retract as it rides up the rib 53A.
  • the interaction of the detent 50 with the rib 53A provides tactile feedback to the driver which signals that the shift selecting lever 12 is moving into neutral zone 18A.
  • the forward swinging movement of the shift selecting lever 12 effects axial translation of the shift selecting shaft 14 so that the bore 70A in the alignment guide means 61A engages and slides along the locator pin 60A. This permits the paddle 25 to translate axially with the shift selecting shaft 14 and thereby force translation of the shift rail 26A.
  • This axial immobility of the lock-out member 30 secures the shift rails 26B and 26C against axial translation, thereby precluding operation of the shift synchronizers 28B and 28C when the shift lever 12 is positioned to translate the shift rail 26A.
  • the locator pin 60B is also aligned with the bore 70B in the alignment guide means 61B so that when the driver desires, the shift selecting lever 12 can be moved rearwardly through the neutral zone 18A toward the second drive range position 19B, and that movement effects axial translation of the shift selecting shaft 14 so as to disengage the alignment guide means 61A from the locator pin 60A, and at the same time, cause the bore 70B on the alignment guide means 61B to engage the locator pin 60B, thus permitting actuation of the shift synchronizer 28A to effect a shift from low into the second forward drive range.
  • the driver moves the shift selecting lever 12 forwardly from the low drive position 19B into neutral zone 18A, and then laterally displaces the handle 15 to swing the shaft selecting lever 12 into neutral zone 18B. That lateral movement of the shift selecting lever 12 effects rotation of the shift selecting shaft 14 as well as the actuating member 20 secured thereto. That rotation of the actuating member 20 drives the shoulder 48 presented at the juncture of the hub portion 21 with the paddle portion 25 against the opposed surface 46B on blocking tab 45B to rotate the lock-out member 30 within the sleeve 31 to the position depicted in FIG. 5.
  • the forward swinging movement of the shift selecting lever 12 effects axial translation of the shift selecting shaft 14 so that the bore 71A in the alignment guide means 61A engages and slides along the locator pin 60A.
  • the lock-out member 30 cannot translate axially with the shift selecting shaft 14, the lock-out member secures the shift rails 26A and 26C against axial translation, thereby precluding operation of the shift synchronizers 28A and 28C when the shift lever 12 is positioned to translate the shift rail 26B.
  • Translation of the shift rail 26B in response to movement of the shift lever 12 forwardly from the neutral zone 28B into the shift position 19C, actuates the shift synchronizer 28B to shift the transmission into the third, forward drive range.
  • the locator pin 60B is also aligned with the bore 71B in the alignment guide means 61B so that when the driver desires, the shift selecting lever 12 can be moved rearwardly through the neutral zone 18B toward the fourth drive range position 19D, and that movement effects axial translation of the shift selecting shaft 14 so as to disengage the alignment guide means 61A from the locator pin 60A, and at the same time, cause the bore 71B on the alignment guide means 61B to engage the locator pin 60B, thus actuating the shift synchronizer 28B to effect a shift from third into the fourth forward drive range.
  • the driver moves the shift selecting lever 12 forwardly from the fourth drive position 19D into neutral zone 26B, and then laterally displaces the handle 15 to swing the shaft selecting lever 12 into neutral zone 18C. That lateral movement of the shift selecting lever 12 effects further rotation of the shift selecting shaft 14 as well as the actuating member 20 secured thereto. That rotation of the actuating member 20 drives the shoulder 48 presented at the juncture of the hub portion 21 with the paddle portion 25 against the opposed surface 46B on blocking tab 45B to rotate the lock-out member 30 within the sleeve 31. That rotation of the lock-out member 30 forces plunger 51 to retract as it rides up the rib 53B to provide tactile feedback to the driver which signals that the shift selecting lever 12 has moved into neutral zone 18C and out of the neutral zone 18B.
  • the forward swinging movement of the shift selecting lever 12 effects axial translation of the shift selecting shaft 14 so that the bore 72A in the alignment guide means 61A engages, and slides along, the locator pin 60A. This permits the paddle 25 to translate axially with the shift selecting shaft 14 to force translation of the shift rail 26C.
  • the locator pin 60B is, however, not aligned with the bore 72B in the alignment guide means 61B so that when the driver attempts to move the shift selecting lever 12 rearwardly through the neutral zone 18C toward the reverse drive range position 19F, that planar movement will be blocked.
  • the driver can move the shift selecting lever 12 into the neutral zone 18C, but he can not effect a shift into the reverse shift range until a conscious effort is made to move the shift selecting lever 12 laterally an amount sufficient to bring the locator pin 60B into axial alignment with the locator pin 60B. Only then can the driver axially translate the shift selecting shaft 14 so as to effect a shift into the reveres drive range.
  • the present invention not only provides a way for preventing direct shifting to and from reverse, but also accomplishes the other objects of the present invention.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Gear-Shifting Mechanisms (AREA)
US07/589,552 1990-09-28 1990-09-28 Shift control mechanism for a manual transmission Expired - Fee Related US5036721A (en)

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US07/589,552 US5036721A (en) 1990-09-28 1990-09-28 Shift control mechanism for a manual transmission
EP19910202139 EP0478029A3 (en) 1990-09-28 1991-08-21 Shift control mechanism for a manual transmission

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US07/589,552 US5036721A (en) 1990-09-28 1990-09-28 Shift control mechanism for a manual transmission

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Cited By (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5203225A (en) * 1991-02-28 1993-04-20 Ferrari S.P.A. Vehicle transmission gearshift for preventing accidental engagement
US5385223A (en) * 1994-02-16 1995-01-31 Saturn Corporation Shift control mechanism for a multi-speed countershaft transmission
EP0694716A2 (de) 1994-07-25 1996-01-31 Saturn Corporation Schaltmechanismus für ein Mehrganggetriebe der Vorgelegebauart
US5704252A (en) * 1995-09-29 1998-01-06 Dana Corporation Compact shift assembly with interlock
US5737969A (en) * 1996-04-22 1998-04-14 Eaton Corporation Single shaft shifting mechanism
US5802917A (en) * 1995-10-25 1998-09-08 Ford Global Technologies, Inc. Gear shifting mechanism for change-speed gearboxes of motor vehicles
EP0895007A1 (de) * 1997-06-05 1999-02-03 Ford Global Technologies, Inc., A subsidiary of Ford Motor Company Schaltkulisse für einen an einer Schaltwelle angeordneten Schaltstift eines Wechselgetriebes
US20030140722A1 (en) * 2002-01-31 2003-07-31 Ina-Schaeffler Kg Locking device
US20030164056A1 (en) * 2002-01-31 2003-09-04 Ina-Schaeffler Kg Support arrangement for pivotable support of a shift lever
US6923084B2 (en) 2002-01-31 2005-08-02 Ina-Schaeffler Kg Arrangement for increasing a selection force
US20060005655A1 (en) * 2001-04-02 2006-01-12 Scheib Patrick L First gear/reverse gate indicator switch
WO2006063677A1 (de) * 2004-12-14 2006-06-22 Zf Friedrichshafen Ag Schalteinrichtung eines handschaltgetriebes für kraftfahrzeuge
US20130239729A1 (en) * 2012-03-14 2013-09-19 GM Global Technology Operations LLC Internal gear shift for a manual transmission and manual transmission for a motor vehicle
DE102017115069A1 (de) * 2017-07-06 2019-01-10 Schaeffler Technologies AG & Co. KG Getriebeaktor mit axial geteiltem Betätigungsmechanismus, Systempack aus elektrischem Getriebeaktor, elektrischem Pumpenaktor und Ventilplatte und System aus Systempack und Getriebeglocke

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US6082215A (en) * 1998-08-28 2000-07-04 Zf Meritor Single rail top cover assembly

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US4543846A (en) * 1981-08-20 1985-10-01 Toyota Jidosha Kabushiki Kaisha Interlocking construction in transmission manipulation device for manual transmission
US4539859A (en) * 1981-10-20 1985-09-10 Toyota Jidosha Kabushiki Kaisha Shift mechanism in a manual transmission
US4569247A (en) * 1982-12-15 1986-02-11 Toyota Jidosha Kabushiki Kaisha Detent mechanism in manual transmission
US4584894A (en) * 1984-02-29 1986-04-29 Borg-Warner Corporation Transmission anti-clash and anti-rattle brake
US4785681A (en) * 1985-04-24 1988-11-22 Honda Giken Kogyo Kabushiki Kaisha Gear-change apparatus for vehicle transmission
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Cited By (19)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5203225A (en) * 1991-02-28 1993-04-20 Ferrari S.P.A. Vehicle transmission gearshift for preventing accidental engagement
US5385223A (en) * 1994-02-16 1995-01-31 Saturn Corporation Shift control mechanism for a multi-speed countershaft transmission
EP0694716A2 (de) 1994-07-25 1996-01-31 Saturn Corporation Schaltmechanismus für ein Mehrganggetriebe der Vorgelegebauart
US5704252A (en) * 1995-09-29 1998-01-06 Dana Corporation Compact shift assembly with interlock
AU704443B2 (en) * 1995-09-29 1999-04-22 Dana Corporation Compact shift assembly with interlock
US5802917A (en) * 1995-10-25 1998-09-08 Ford Global Technologies, Inc. Gear shifting mechanism for change-speed gearboxes of motor vehicles
US5737969A (en) * 1996-04-22 1998-04-14 Eaton Corporation Single shaft shifting mechanism
EP0895007A1 (de) * 1997-06-05 1999-02-03 Ford Global Technologies, Inc., A subsidiary of Ford Motor Company Schaltkulisse für einen an einer Schaltwelle angeordneten Schaltstift eines Wechselgetriebes
US20060005655A1 (en) * 2001-04-02 2006-01-12 Scheib Patrick L First gear/reverse gate indicator switch
US20030164056A1 (en) * 2002-01-31 2003-09-04 Ina-Schaeffler Kg Support arrangement for pivotable support of a shift lever
US6923084B2 (en) 2002-01-31 2005-08-02 Ina-Schaeffler Kg Arrangement for increasing a selection force
US6938513B2 (en) 2002-01-31 2005-09-06 Ina-Schaeffler Kg Locking device
US20030140722A1 (en) * 2002-01-31 2003-07-31 Ina-Schaeffler Kg Locking device
US7117760B2 (en) 2002-01-31 2006-10-10 Ina-Schaeffler Kg Support arrangement for pivotable support of a shift lever
WO2006063677A1 (de) * 2004-12-14 2006-06-22 Zf Friedrichshafen Ag Schalteinrichtung eines handschaltgetriebes für kraftfahrzeuge
US20080127767A1 (en) * 2004-12-14 2008-06-05 Zf Friedrichshafen Ag Shifting Device of a Manual Gearbox For a Motor Vehicle
US20130239729A1 (en) * 2012-03-14 2013-09-19 GM Global Technology Operations LLC Internal gear shift for a manual transmission and manual transmission for a motor vehicle
DE102017115069A1 (de) * 2017-07-06 2019-01-10 Schaeffler Technologies AG & Co. KG Getriebeaktor mit axial geteiltem Betätigungsmechanismus, Systempack aus elektrischem Getriebeaktor, elektrischem Pumpenaktor und Ventilplatte und System aus Systempack und Getriebeglocke
DE102017115069B4 (de) * 2017-07-06 2019-11-21 Schaeffler Technologies AG & Co. KG Svstempack aus elektrischem Getriebeaktor, elektrischem Pumpenaktor und Ventilplatte und System aus Systempack und Getriebeqlocke mit einem Getriebeaktor mit axial qeteiltem Betätiqunqsmechanismus

Also Published As

Publication number Publication date
EP0478029A3 (en) 1992-07-08
EP0478029A2 (de) 1992-04-01

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